Clutch plate



y 21, 1953 s. K. WELLMAN ET AL 2,646,151

CLUTCH PLATE 3 Sheets-Sheet 1 Filed Aug. 9, 1947 INVENTORS SAM/EL Ir. k/t'ZlM/V a m/ PMs/.9 0%) July 21,1953 s. K. WELLMAN ET AL 2,646,151

CLUTCH PLATE Filed Aug. 9, 1947 3 Sheets-Sheet 2 IN V EN TORS 5AMUEL AZWflL/MA/ and BY FRAA/C/Sd LOW) July 21, 1953 CLUTCH PLATE 5 Sheets-Sheet 3 Filed Aug 9, 1947 V w w m 0 Em 1 mm ww m :w u LM 4 M ow r A C wm 1 a w A rlllllillif Patented July 21, 1953 CLUTCH PLATE Samuel K. Wellman, Cleveland Heights, and

Francis J. Lowey, Olmstcad Falls, Ohio, assignors to ihe S. K. Wellman Company, Cleveland,

Ohio, a corporation of Ohio Application August 9, 1947, Serial No. 767,70d

8 Claims.

This invention relates to an improved clutch plate for use in motor vehicles and similar mechanisms wherein the clutch plate is disposed between two parts of a driving member, such 'as 'a pressure plate and a flywheel, and is adapted to be clamped therebetween in order to transmit power from the flywheel to the clutch plate. The invention relates particularly to a cushioned clutch plate of the all-metal type which utilizes sintered metal friction facing material.

It is an object of the invention to provide a new and improved substantially fiat clutch plate having a plurality of spaced metal friction segments secured to its periphery with spring portions extending between adjacent segments.

It is a further object to provide a new and improved cushion clutch plate having spaced spokes joining a fiat center portion with a peripheral portion and in which undue flexing and distortion of the spokes is avoided.

It is a further object of the invention to provide an improved all-metal clutch platethat has a cushion character and which is light in weight and acts as a fan to circulate cooling fluid.

t is a further object of the inventionto provide a cushion clutch plate in which the periphery of the plate is of sinuous or wave form to provide resilience duringcompression between the flywheel and pressure plate. v

tisa further object of the invention to provide an all-metal clutch plate that has a resilient connection between the hub and the friction facing carrying periphery so as to have torsionalresilience, and to compensate for some misalignment between driving and driven members. It is a further objectto provide a spring clutch plate in which the construction is such that a stressing of the material beyond its elastic limit is avoided.

Other and further following description in which: 7

Fig. 1 represents a frontelevation of the improved cushion clutch plate;

"Fig. 2 is a section on line 2-2 of Fig. 1 andon an enlarged scale;

Fig. 3 shows a portion of the Fig. 1 on an enlarged scale; 7

Fig. 4 is a diagrammatic sectional showing of the periphery of the plate and on an enlarged scale;

Fig. 5 is a view corresponding to Fig. 4 but with the platein compressed condition; r

i Fig; 6" is a view similar to Figs. 4 and 5' but showing a modification;

objects will appear from the clutch plate of Fig. 7 is a plan view of a forming ring for form} ing the curve in the periphery of the plate;

2 v Fig. 8 is a section on'line 88 of Fig. 7 and on an enlarged scale;

Fig. 9 is an exploded view of the furnace fixture for forming the clutch plate to sinuous shape;

Fig. 10 is a diagrammatic vertical section onan enlarged scaleof the furnace fixture of Fig. 9, but showing the same in a compressedcondition; and

Fig. 11 is a View similar to Fig. 10 but illustrating a modification.

It is a recognized fact that clutch plates, particularly those for use in passenger cars, should provide some cushioning action both during the engagement operation and also during the driving operation. This cushioning action is desirable in order to obtain asmooth transmission of power during the engagement between driving and driven members as Well as to provide a limited amount of cushioning action to absorb vibrations and to accommodate slight misalignments of the driving and driven members. Ac-

cordingly, clutch plates have been constructed of multipart construction and using fspringsto pro vide the desired cushioning action. "For vibra.

tional and torsional cushioning; it is common to make the plate'in two or more parts 'as by sep arating the. hub from the friction carrying pef riphery and join theseparts with springs. Similarly, ithas been customary to slot the'periphery of the plate in thethought that this would provide a certain amount of resilience'orcush'ionin'g' action during the engagement of the plate. None of these expedients have been found to be entirelysatisfactory that the multipart construction'incre'ases the weight'of the clutch plate with a resultant increase in its inertia and'greater difficulty inshiftinggears. The slotting of the periphery of the. plate weal zenstl ie same'and either resultsin' failure by fracturing of the plate as between slots or in chattering of the plate duringengagement. g

The conventional clutch plate isprovided with friction facings" made of non-metallic materials usually asbestos and other ingredients inairesin or rubber basebinder. These materials are not entirely satisfactory in that they are affected by heat, pressure, temperature, and li'quidssuch as oil and water. It is commonfknowled'ge that overheating of. these plates as sometimes occurs in service; has resultedin softening of the binder anddestruction of, the friction iacings.

An improved type of friction material is that known as sirltered metal friction material. This material is made by pressing 'and sintering a pre dominantly metallic mixtureof metallic and non ceives in service.

3 metallic powders. The resultant product is a metallic appearing structure comprising a porous metallic network having soft metals such as lead and non-metallics such as graphite and silica disposed in the pores thereof. These sintered metal friction materials are not so subject to being affected by variations in operating conditions and are, of course, not chemically changed by contact with liquids such as oil. In certain installations, these sintered metal friction materials v have been found more suitable than the conventional non-metallic material. However, due to their metallic character, they are heavier and less compressible than non-metallic materials. Their added weight has practically prevented their use in passenger automobiles. A further factor which has limited their use has been their great wear resistance in that they must be installed with great care to insure satisfactory operation. Due I to this relatively little wear, the materials will not seat themselves or readily wear-in when improperly installed. It has been previously almost impossible to overcome these objections. I

If the new sintered metal friction material is substituted in a conventional clutch plate having a multipart construction and compression springs, the great weight of the resultant clutch plate will prevent its use in most installations. Similarly, the incompressible nature of the material has rendered the use of peripheral slots inadequate for cushioning action and the slots make it difficult to insure that the plate and the friction segments are flat and in proper alignment. Attempts have been made to directly bond the sintered metal friction material to the carrier plate of a clutch plate. These attempts are not very satisfactory in that the heat of the bonding operation so softens or anneals the plate as to seriously reduceits strength. Thus, al- 7 though a plate of slightly less weight was obtained, the plate was not satisfactory in service.

It is essential that a clutch plate be of adequate strength to withstand the stresses it re- If the plate is madetnick enough to avoid distortion, it is generally too heavy for use. One suggested solution is to utilize a thin coned or dish shaped plate. These have not been too satisfactory and cannot be used with sintered metal facing material and obtain satisfactory results. The sintered metal facing material, being metallic, conducts heat from the friction surface into the coned plate. Any repeated heating and cooling of a coned or dished plate quickly results in distortion and warping of the same due to the expansion of the metal thereof.

Applicants have developed a new and improved plate which utilizes sintered metallic friction material in a manner to provide a clutch plate having the requisite cushioning action during engagement and torsional resilience to absorb vibrations and accommodate shaft misalignments. The invention relates particularly to a cushioned clutch plate of the all-metal type.

which is flat and which comprises a flat center portion carrying a hub and a peripheral portion joined to the hub by spaced spokes. Friction segments are secured to the peripheral portion in a spaced and staggered manner and the whole is constructed so that the requisite cushionin action is provided without excessive weight. The invention will be more clearly understood by reference to the following description.

Fig. 1 shows our improved clutch plate as comprising a carrier plate I secured. at the cen e thereof to a flanged hub 2 by means of rivets 3 extending through rivet holes 5 in the carrier plate I. As shown in Fig. 2, the hub 2 is provided with a central splined opening 4 for reception of the usual splined shaft. The hub 2 fits in a hole H) of the plate and is provided with a flange 6 having a shoulder 1 against which the center portion 8 of the carrier plate I fits and to which it is secured by means of the rivets 3.

The center portion 8 of the carrier plate I which abuts the flange 6 of the hub 2 is flat as shown in Fig. 2 and is secured to the peripheral portion 9 of the carrier plate l by means of the spokes II which are of generally spiral shape. As shown in the enlarged view of Fig. 3, the spokes H are formed by the cut-outs or slots l2. These slots are of gradually increasing width in a radially outward direction thus causing the spokes to be of a decreasing width outwardly. The ends of the slots l2 are provided with smoothly rounded corners 13 so as to avoid the formation of sharp corners and the resultant localization of stresses.

As will be seen from Fig. 3, the peripheral portion 9 of the carrier plate l is of wave shape and is formed of a plurality of flat triangular portions or areas 22 joined by spring portions 29 so as to form a sinuous or somewhat wavelike shape in a circumferential direction. The flat portions or areas 22 form flattenedcrests on the waves. The spring portions 2!! are of smoothly curved form and comprise spring sections joining the flat triangular portions 22. As shown in Figs. 1 and 3, these flat triangular portions or areas 22 are located at the center of the friction segments and extend radially across the peripheral portion-9 of the clutch plate.

Friction pads 0r segments M are secured to the peripheral portion 9 of the plate in spaced relation, each pad being secured at its center to the top of a triangular portion and in alternate arrangement on opposite sides of the plate. In the embodiment shown in Fig. 1, it will be observed that there are six segments secured to each side of the plate and that the segments on one side are in staggered relation with respect to the segments on the other side of the plate. It is further shown in Fig. 1 that since staggered segments M are used, there must always be an even number of segments; therefore there must also always be an even number of spokes II. In addition, the segments overlap in a peripheral direction.

The arrangement of the segments on the curved periphery 9 of the plate can be more easily understood from reference to Figs. 4 and 5. It will be seen that each segment l4 comprises a steel backing member l6 having integrally bonded thereto a sintered metal facing material I! constructed in a manner described hereinafter. The curved peripheral portion 9 of the carrier plate is formed of flat portions 22 (the triangular areas) joined by spring portions 20 as described above and the friction segments H! are secured thereto at the flat portions by'welding as indicated at l8. Preferably, projection welding is utilized. In this type of welding, the peripheral portion 9 of the plate is provided with a small projection or raised portion at the spot where it is desired to secure the segment. The segment 14 is then placed on this projection and electrodes placed on the opposite sides of the segment l4 and plate I. When a suitable electric current is passed between the electrodes, the projection localizes the passage of current, fuses welding points I8 for each segment, but it is apparent that this may be modified and other attaching means, such as rivets, could be used.

The form of the peripheral portion of the plate is of importance. Fig. 4 diagrammatically shows the plate in uncompressed condition. while Fig. 5 shows it in the position it assumes when fully compressed between the pressure plate and the flywheel of a motor vehicle. It will be seen that the spring portions 20 of the plate have been flattened during the compression. The overlapping portions l9, see Fig. 5, of the segments 14 prevent distortion of the peripheral portion beyond the flattened position. It will be understood that Figs. 5 and 6 are diagrammatic. The showing in these figures assumes that the peripheral portion of the carrier plate has been straightened. It represents the results if a rectangular strip of steel were being used.

The peripheral portion 9 of the plate will not be stressed beyond its elastic limit because there is no sharp bend during the compressing operation. The compressing step merely gradually flattens the peripheral portion. There is some compression of the steel during this, but of negligible amount. The length of the peripheral portion between adjacent edges of adjacent triangular areas of the segments shown in Fig. 4 forms a spring portion 20. It will be noticed that this spring portion is of constantly decreasing length as the plate is depressed and flattened. This constantly decreasing length of the spring results in a constantly increasing strength of the spring. In other words, the force required to compress the spring increases greatly as the spring is compressed.

The spokes H are so arranged as to minimize undue flexing during the compression of the plate. In Figs. 3, 4, and 5, the dotted line 2! designates the neutra1 plane ofa spoke I! and the attached spring section 20. Theoretically, the peripheral portion 9 of the plate. at this point does not move during compression. In compression, the portion of the spring 20 to the left of this dotted line is bent down (Fig. 4) and the portion to the right is bent up. To avoid undue distortion or flexing of thespokes ll of the plate, they connect to the peripheral portion of the plate in the neutral plane or line 2| of each spring portion 20 as is evident from Fig. 3. As a result of this, although the plate may be compressed repeatedly, the spokes are not subject toflexing or distortion to any appreciable extent and will not fail dueto fatigue. They are, however, free to flex to cushion vibration and accommodate misalignment between driving and driven members. Their attachment to the peri heral portion at the neutral plane serves to greatly reduce the amount of flexing to which they are subjected and minimizes fatigue problems.

The spokes H are of generally spiral shape in order to obtain great length. The use of a spiral spoke of this type permits a spoke length approximately twice that which Would'be obtained if a radial spoke were used. This greater length of the spokes I permits a spoke of greater crosssection and increased strength to be used while at the same time retaining the resilient construction. If radial spokes were used, the greatly reduced length thereof would necessitate the use of very narrow spokes in order to obtain the same degree of spring action in'the plate. Such small spokes would be much more subject to failure in service.

Another important feature of the improved clutch plate is that the spring pressure or force required to compress the plate is substantially uniform over the face of each segment. As will be observed from Figs. 1 and 3, the segments I4 contact the curvedperipheral portion 9 on a flat triangular area 22. The adjacent edges 23 and 2 4 of the adjacent triangular areas are parallel as shown in Fig. 3. I Thus, the distance 26 between these parallel lines represents the spring portion 20 shown in Figs. 4 and 5. Since this spring portion has the same length at its outer periphery as at its inner periphery, it is apparent that the pressure required to compress the spring portion will be uniform over the segments 14, since the steel backing l6 thereof is sufficiently strong and still to resist bending.

The spokes H serve to give torsional resilience to the plate and function in the same manner as the usual helical compression springs used in multipart clutch plates to absorb vibration and to permit a limited amount of axial misalignment between the driving and driven members.

As one example, we have constructed the clutch plate shown in Fig. l with an outside diameter of 9 inches and a peripheral portion 9 having a radial widthof about 1% inches. Thesegments l4 had an outside peripheral cord length of 2% inches. The carrier plate I Was made of SAE 1035 steel of a thickness of .070 inch and hardened and drawn to a Rockwell C hardness of 20-25. The segments I4 had a steel backing of SAE 1010 composition and a thickness of .062 inch and a facing inch thick of a composition described below. The spring portions 20 of the peripheral portion 9 of the plate had a length of about 1 /2 inches and a compressive height of .040 inch. A force of 1500 pounds was required to fully compress this plate.

Generally, the clutch plate i should be installed so that the direction of rotation of the plate is such that the spokes I i are placed in tension when a driving force is applied. However, opinions differ as to whether the spokes should be in tension or compression during acceleration. Where the clutch plate is used in heavy trucks in hilly locations and where the engine is used for braking I the truck on steep grades, it has been suggested that the plate should be installed so that the spokes are in tension during this deceleration or braking action.

It is apparent that the construction of Figs. 1

through 5 could be reversed as shown in Fig. 6

in order to obtain the cushion action. As shown in that figure, the segments 3! are provided with curved backing members 32 which are spot welded at 33 to the peripheral portion 34 of a flat carrier plate. It will. be readily understood that the rear portions of the segments 3! or the'faces adjacent the carrier plate cooperate with the fiat peripheral portions of the plate to achieve the same function as that shown in Figs. 4 and 5. As with theembodiment of Figs. 4 and 5, the backing plate 32 and the peripheral portion 34 should meet, on flat triangular areas and the sides of adjacent triangular areas should be parallel. This is accomplished by providing each backing member 32 with a flat central area of triangular shape and outwardly curving side portions. With this modification as well as that of Figs. 5 and 6, the segments and peripheral portion, when the plate is not compressed, contact.

on flat'areas at the center of thesegments and are increasingly spaced apart toward the radial edges of the segments so as to form spring portions between adjacent areas.

' It will be evident that in both the embodiment shown in Figs. 1 and 3 and in the modification of Fig. 6, the friction segments and the peripheral portion 9 of the clutch plate contact in fiat triangular areas located at the center of the friction segments and extending radially across the peripheral portion 9. Additionally, in both embodiments, the peripheral portion and adjacent surface of the friction segment diverge or are increasingly spaced apart in a peripheral direction toward the radial edges of the segment. Also in both embodiments the portion between the fiat areas functions as a spring portion which has the same length at its outer periphery as at its inner periphery.

The method of constructing a clutch plate, such as that shown in Fig. 1, obviously comprises the assembly of the various parts. As has been described the clutch plate comprises a hub 2, a carrier plate I, and twelve friction segments I4 (in the modification shown); The hub 2 is of conventional construction and is generally made by machining a steel forging. The carrier plate i is formed by stamping a fiat plate from a sheet or strip of steel of suitable composition and thickness. We have found it preferable to use S. A. E. 1035 steel. This should be of cold-rolled type since thickness variations are small with steel of that type. The plate is formed to the desired shape and configuration in a manner to be described hereinafter. The friction segments I i are also produced in a manner to be described later. The carrier plate I is secured to the hub 2 by means of rivets 3 and friction segments I4 are then secured to the peripheral portions 9 of the carrier plate I by means of projection welding as described above or some other method. The resulting plate is then balanced and is ready for use. In some cases it may be necessary to grind the friction surfaces of the friction segments I4 to insure accurate alignment.

The accurate formation of the carrier plate i is essential. This plate should be formed to the desired shape and should be in a hardened and stress-relieved condition so as to withstand the conditions which it must undergo in service. If the segments and carrier plate are to be constructed as shown in the modification of Fig. 6, the construction of the carrier plate is a relatively simple'matter. It is merely necessary to heat, quench and stress-relieve the carrier plate while holding it in a flat condition. However, the formation of the curved carrier plate of Figs. 1 through 5 is somewhat more involved. This plate should also be heated, quenched and stressrelieved in order to achieve the proper characteristics. This must be done in a manner which will ensure accurate formation of the curved periphery. 7

The carrier plate of Fig. 1 may be formed by stamping from flat steel of suitable thickness and composition, a plate of the general form shown in Fig. 1 having slots I2, rivet holes 5 and a central cut-out if! for reception of the hub. After the plate has been stamped to shape, it should be hardened by heating to a temperature abov the critical point and quenched in oil or other suitable medium while clamped in a fixture that will form the convolutions or bends in the peripheral portion of the plate. 1550" F. is satisfactory. Quenching fixtures are common and are frequently used for the quench- A temperature of about ing to shape of springs of various shapes and it has not been deemed necessary to show this apparatus. The resultant curved plates will not be of uniform curve. In other words, the peripheral portion of each plate will not have exactly uniform shape nor will thecurves of successive plates correspond due to the inherent difficulties of controlling the clamping operation and the flow of cooling fluid. It is essential that these curves be uniform not only to secure uniform compressible action but to insure that the friction segments 14 when secured to the plate will have their outer surfaces in the same plane on each side of the plate and that the faces on one side will be parallel to the faces on the other side. It will be readily appreciated that since these segments are relatively long and are secured only at their centers, a slight tilting of the fiat triangular area 22 of the peripheral portion of the plate will result in a considerable elevation of the end of the segment above the desired plane. A clutch plate in which the outer faces of the segments are not in the same plane and which has raised corners on the segments will chatter and vibrate in use and will not be satisfactory. To achieve uniform curving of the peripheral portion of the plate, we have devised the expedient of drawing the hardened plate in the special fixture show in Figs. '7 through 9.

After the plate has been heated and quenched in oil to harden the same, it is curved to the general shape desired but is in a hard and stressed condition. It is desirable to heat the plate to a drawing or stress relieving temperature before placing it in use. We propose to utilize. this drawing ope-ration to finally form the desired convolutions in the periphery of the plate. This is accomplished by use of forming rings 35 such as shown in Fig. '7 and the fixture it of Fig. 9. The ring 35 comprises a peripheral portion 3% having three spaced holes 3'! and twelve triangular members or portions 38. The inside diameter 39 of the peripheral portion 355 of the ring is slightly greater than the outside diameter of the carrier plate I. The triangular segments 38 are so shaped and arranged as to correspond with the triangular portions 22 in the peripheral portion of the plate.

A plurality of forming rings 35 and carrier plates I are assembled on the fixture so shown in Fig. 9 which comprises a thick cast iron base plate 4! having three vertical pins &2 spaced about the outer periphery thereof for guiding the forming rings 35 by extending through holes 3-1 and three vertical spaced pins t3 located at the inner periphery thereof for guiding the carrier plates by extending through the rivet holes 5. For clarity, only one pin 42 and one pin d3 are shown. These pins extend upwardly and are adapted to be received in holes 5c in an upper cast iron plate &4. Downward movement of plate 44 forces an assembly of carrier plates and forming rings against lower plate. The upper plate 54 is in turn provided with three spaced pins 45 and three spaced pins 46 for reception of carrier plates and forming rings. A still further cast iron plate 48 is provided for placement on the pins 45 and 46. It will be readily seen that although only two complete units comprising three plates are shown, a plurality of units be superimposed. The completed stack of assembled units is adapted to be placed in a furnace, held under pressure, and heated to a temperature sufficient to relieve the stresses in the car- 9 rier plates and to form them to the desired shape. furnace such as that shown in Wellman Patent No. 2,258,431, issued October 7, 1941, butany furnace can be used which is adapted to hold the assembled stack under pressure while heating the same.

In order to properly form the carrier plates, they are assembled with forming rings generally shown at 38 in Fig. 9. It will be seen that the carrier plates 1 are of slightly less diameter than the space between the pins 42 and that the rivet,

holes 5 in the carrier plates receive the pins 43. Holes 37 in the forming rings 35 receive the pins E2. The pins 62 and 43 are so located that the triangular portions 38 of the forming rings 35 are accurately aligned with the desired triangular portions 22 of the carrier plates I.

Since the central portion 8 of the carrier plate is flat, it is necessary to provide flat spaced rings or washers to maintain thefsame in fiat condition. These are shown in Fig. 9 at 41. In order to achieve inclined spring portions having a height such as to permit a compression of .040 inch, the forming rings 35 and washers 41 should have a thickness of .040 inch. However, the bottom and top' washers 5| must obviously have a thickness of half this or .020 inch due to the flat and parallel faces of the cast iron plates 4| and 4e. Similarly, the bottom and top forming ring 49 should have only six instead of twelve triangular portions. The top ring should have its triangular portions offset by 30 from those of the bottom ring.

The arrangement and operation of the forming rings 35 and the fixture 40 can best be understood by reference to the schematic showing of Fig. 10. This figure shows a plurality of carrier plates 1 clamped between the heavy cast-iron plates 4| and 44. This View shows a section of the periphery of the carrier plates in a manner similar to that of Figs. 4 through 6. As in those figures, the diagrammatic showing is made in a manner to best illustrate the curved nature of the periphery and the showing is somewhat similar to that obtained if a series of straight plates were used rather than peripheral portions of a circular object. It will be noticed that the peripheral portions of the carrier plates 1 have been formed to curved shape comprising flat areas 22 joined by inclined spring portions 20. This curvature is obtained by use of the triangular portions 38 which are disposed between the carrier plates l in such a. manner that compression between parallel cast iron plates 4! and 44 results in bending of the carrier plates. It will be seen that portions 38 of the same forming ring 35 are distorted by this action. It will be also noted that the triangular portions 38' of the top forming ring 49 and the triangular portions 38" of the lower forming ring 49 are offset 30 and that the bottom and top forming rings use only six or one-half as many triangular portions as the central forming rings.

After the forming rings, washers, and carrier plates are assembled between the cast iron plates El, 44, and 4B, the assembled unit is placed in a furnace such as that described above and heated to a sufiicient temperature to relieve stresses in the carrier plates and form the peripheral portions to the desired contour. We have found it preferable in treating a carrier plate constructed as described above to press the assembly under a pressure of 100 pounds per square inch and heat the same to a temperature of about 1000 We have found it preferable to use aacedisi 10 F. and then allow the assembly to cool inthe furnace. I

The carrier plates when removed from the furnace after the above treatment have, accurately formed peripheral portions and center portions that are flat and in alignment. The plate itself should have a hardness of Rockwell C 20-25.

While we have described the use of SAE 1035 steel for the carrier plate and the formation of the Wave shape in the periphery as being first done in a hardening step followed by a drawing step, it is clear that other steels can be used and that the process may be varied. For example, a steel of higher carbon content such as SAE 1070 steel may be used. This steel, if in cold rolled condition, is sufficiently strong so that no hardening is necessary for some applications. In that case, the heating and quenching steps are omitted and the periphery is formed merely through use of the forming apparatus shown in Figs. '7 to 9. A heating step using this apparatus in the manner previously described results in the formation of the waves as well as the relieving of any stresses in the plate such as those caused by the operation of stamping the plate from a sheet of steel. The heating and forming step is accomplished at a temperature not sufficiently high to reduce the strength of the plate below acceptable limits.

After the carrier plate is properly formed, it is secured to the machined hub 2 by means of the rivets 3.

The friction segments M are prepared in any manner well-known in the art, but we prefer to prepare them by first suitably preparing the steel backing members It. These backing members are cleaned and then provided with a thin plating of a protective metal, such as copper or nickel. The friction facing material [1 is prepared by pressing to desired shape. a suitable mixture of metallic and non-metallic powders to form a flat briquette. This briquette is then placed on the plated backing member l6 and pressed against the same under a pressure of approximately pounds per square inch while being heated to a sufficient temperature to sinter the facing material and cause it to integrally bond to the steel backing member. As one example, I have used a facing material comprising:

Per cent by weight 1 Cu 67.26 Sn 5.31 Pb 8.72 Fe '7 .20 Graphite '7 .08 Silica 4.42

This mixture is pressed under a pressure of 11 tons per square inch to form the briquette. It is sintered at a temperature of approximately 1450 F.

The segments [4 can be made to the desired shape or they may be cut from a larger piece of material. It is apparent that the segments shown could be cut from a ring-shaped piece of material.

The segments are secured to the carrier plate in the desired position by means of the projection welds 18 or other suitable means as described above.

The resultant clutch plate is of considerably less weight than any prior metallic plate using sintered metal facing material and is constructed in such a manner as to have a cushioning or spring action both axially and circumferentially. The

faces of the segments waved peripheral portion serves to give resilience and a cushion-like action during the engagement of the plate and the spokes H serve to give a torsional spring action to the plate. Furthermore, the waved periphery of the plate and the slots l2 forming the spokes ll together with the spaced feature of the segments serve to cause a rotating clutch plate to act as a fan and circulate air over the plate and'cool it. If the plate is operated in a liquid, such as oil, the liquid will be circulated by the rotation of the plate and will serve to cool the same.

The spring portions 20 between the adjacent edges of the adjacent flat areas of the peripheral portion are each of uniform length as described above and serve to ensure that the friction sur- M will receive uniform pressure and thus will wear in a uniform manner. Obviously the strength of these sprin portions is controlled by their dimensions. Thus, the spring strength of the plate or the pressure required to fully compress the same from the position shown in Fig. l to that shown in Fig. can be controlled by varying the thickness and dimensions of the carrier plate and spring portions 28 and by varying the number of friction segments used. By varying the distance between the adjacent edges of the fiat areas as by changing the size of these areas, the spring strength can also be varied. In the embodiment shown, these areas are of triangular shape and a pressure of about 1500 pounds is required to fully compress the plate. It is apparent that these areas may be of other shape. For example, they may be of truncated triangular shape. It is merely essential that each area extend radially entirely across the peripheral portion of the plate and that adjacent edges of adjacent areas be parallel so that the spring portion therebetween is of uniform length.

lhe forming ring 35 shown in Fig. 7 could obviously be constructed in other ways. It is apparent that the peripheral portion 36 merely serves to hold the triangular areas 38 in desired position. Actually a plurality of separate triangular or truncated triangular pieces 38 could be used. However, the construction shown in Fig. '7 is preferable in'that it facilitates assembly of the various parts for the forming operation.

The set-up of the fixture it in Fig. 9 entails some distortion of the forming rings 35 during the heating operation. It is apparent from that the triangular portions 38 of a ring are alternatively displaced. This may be avoided by utilizing the arrangement shown in Fig. 11. In this modification, the carrier plates l are also shown asclamped between the heavy cast-iron plates ll and 44 and triangular areas are used to create the desired curvature. In this construction, the intermediate forming rings are pr0- vided with only six triangular areas 54, but these are of twice the thickness of the triangular areas 38 of the ring shown in Figs. 7 and 10. Thus, for the clutch plate shown having a maximum conipression'of .040, these triangular areas would have a thickness of .080. The triangular portions 56 of the top and bottom forming rings should have a thickness of one-half of this, or .040". All of the forming rings of this modification have only six triangular portions, but it will be observed that the locating holes are so arranged that the triangular areas of adjacent-rings are staggered by Thus, while the carrier plates in the modification of Fig. 10 are all bent parallel, the carrier plates in Fig. 11 are alternatively bent up and down. The modification of Fig. 11 has the advantage that the triangular portions 54 and Q 56 of each forming ring are not bent or distorted. This results in a somewhat longer life of the forming rings,

Although we have illustrated a specific clutch plate and specific methods of making the same, it is apparent that the invention is not limited to the specific forms of construction illustrated, but may be embodied as well in other forms of construction within the scope of the appended claims.

We claim: 7

l. A substantially fiat clutch plate comprising a carrier plate having a fiat center portion carr ing a hub and having a circumferentially continuous peripheral portion joined to the center portion by an even number of spiral spokes, a plurality of friction segments having stiff metallic backing plates engaged at their centers with the peripheral portion on opposite sides thereof, the segments on each side being in spaced position and staggered peripherally with respect to the segments on the other side, the engaged surfaces of the peripheral portion and each segment being of such shape as to be in contact in a flat area at the center of the segment, and the peripheral portion and each segment being increasingly spaced apart axially progressively toward the radial edges of the segment when the plate is not compressed, thereby forming spring portions between adjacent pairs of said flat areas, each said area extending radially across the peripheral portion of the plate and having radial edges which converge towards the center of the plate with adjacent opposed edges of each pair of adjacent areas being parallel so that compression of the plate uniformly stresses the spring portions, and each spoke joining said peripheral portion midway between adjacent edges of adjacent areas.

2. A clutch plate as claimed in claim 1 in which the segments are fiat and the peripheral portion of the carrier plate is waved to cooperate with the friction'segments to produo the areas and spring portions.

A clutch plate as claimed in claim 1 in which the peripheral portion of the carrier plate is flat and the face of each segment adjacent the plate has a flat central zone and outwardly curving side portions to cooperate with the carrier plate to produce the areas and spring portions.

A clutch plate as claimed in claim 1 in which the spiral spokes are of gradually decreasing width in an outward direction.

5. A clutch plate as claimed in claim 1 in which the peripheral lengths of the segments and their spacing are such that the segments on one side of the plate overlap the segments on the other side.

6. A substantially flat clutch plate comprising a carrier plate having a flat center portion carrying a nu-band having a circumferentially continuous peripheral portion formed into uniform waves in a circumferential direction, said waves having fiat crests extending radially across the peripheral portion with the adjacent edges of each pair of adjacent fiat crests being parallel; a plurality of spokes each joining the center portion with an area of the peripheral portion midwaybetween said edges, and a fiat friction segment. havinga stiff metallic backing plate sein spaced position on each side of the plate with the segments on one side being staggered peripherally with respect to the segments on the other side and with their peripheral edges overlapping.

7. A substantially flat clutch plate comp-rising a carrier plate having a fiat center portion carry ing a hub and having a circumferentially continuous peripheral portion joined thereto; a plurality of friction segments having stiff metallic backing plates engaged at their centers With the peripheral portion on opposite sides thereof, the segments on each side being in spaced position and staggered peripherally with respect to the segments on the other side, the engaged surfaces of each segment and peripheral portion being of such shape as to be in contact in a flat area at the center of the segment and to be increasingly spaced apart axially, when the plate is not compressed, prcgressively toward the radial edges of the segment thereby formin spring portions between adjacent areas, said areas extending laterally across the peripheral portion and with adjacent edges of each adjacent pair of areas being parallel so that the inner and outer peripheral edges of the spring portions are of substantially equal length and compression of the plate uniformly stresses the spring portions.

8. A substantially fiat clutch plate comprising a carrier plate having a circumferentially continuous peripheral portion formed into uniform Waves in a circumferential direction, said waves having fiat crests extending radially across the peripheral portion with the adjacent edges of each pair of adjacent fiat crests being parallel,

- and a fiat friction segment having a stiff metallic backing plate secured at its center to the top of each of said flat crests, said segments being arranged in spaced position on each side of the plate with the segments on one side being staggered peripherally with respect to the segments on the other side and overlapping in a peripheral direction, and with areas of the peripheral portion between pairs of adjacent fiat crests forming spring portions having inner and outer peripheral edges of substantially equal length.

SAMUEL K. WELLMAN. FRANCIS J. LOWEY.

References Cited in the file of this patent UNITED STATES PATENTS Number Name Date 1,479,973 Sturt et al Jan. 8, 1924 1,479,974 Sturt et a1 Jan, 8, 1924 1,561,041 White Nov. 10, 1925 1,836,112 Ganster Dec. 15, 1931 1,971,665 Tower Aug. 28, 1934 2,141,014 Nutt Dec. 20, 1938 2,244,134 Thelander June 3, 1941 2,284,278 Goodwin May 26, 1942 2,327,884 Goodwin Aug. 24, 1943 2,432,842 Wellman Dec. 16, 1947 2,519,865 Wellman Aug. 22, 1950 2,520,350 Wemp Aug. 29, 1950 

